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Sept. 17, 1946. I
R._s.rwn_soN
MECHANICAL`MOVEMENT
Filed April s, 1945
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2,407,859
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S Pt 17, 1946
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R. s. WILSON
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2,407,859
MECHANICAL MOVEMENT `
Filed April' 3, 1945
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Patented Sept. 17, 1946
2,407,859
UNITED STATES PATENT vOFFICE
Y
2,407,859
`
MECHANICAL MOVEMENT
Russel S. Wilson, Filer, Idaho
Application April 3, 1945, Serial No. 586,338
5 Claims.
(Cl. 74-55) '
1
2
‘This invention ap‘pertains to a mechanical
movement of amore or less general application
rto the translating oi reciprocating Vmotion into
rotating motion or, contra, rotating ‘motion into»
necting rod, and the yadoption of salt cooling of
reciprocating motion.
the piston; and, ñfth, no limit is placed on engine
design or size and any type of piston travel can
be obtained, Vsuch as constant' acceleration and
deceleration, harmonic motion, constant velocity,
The primary object of the invention is to pro
vide a mechanical movement of this kind, where
in the moving parts thereof are so related that
they operate with a precision of symmetry and
or any combination of these motions.
wise- in perfect balance, in all directions and at
With these and other `~objects and advantages
of equal importance in View, the invention re
sides in the certain new and useful combination,
construction, and arrangement of parts, as will be
hereinafter more fully described, set `forth inthe
appended claims, and illustrated in thefaccom
all times.
panying drawings, `in which:
balance as to be free from dynamic Vibration
'and the forces translated by the same are like
,
'
Another object of the invention has to do with
Figure 1 is a vertical, longitudinal section,
the provision of the above-mentioned mechani 15 through a, form of two-cycle engine, in accord
cal movement which, basically, is comprised in
three cams, having an equal even numberA of
ance with the invention;
l
i
Figure 2 is a vertical, transverse section;
lobes each, with identical contours, and mounted
Figure 3 is a sectional View similarto that oi
to have rotary motion about a common center
Figure '1, but showing a multi-cylinder engine
of rotation, the middle cam to have directional 20 construction ;
motion opposite to that of the outside cams and
Figure 4l is a side elevation of a modiñed form
the three cams to be geared by a mechanical
of cam element; and
means to insure that angular displacement in the
Figure 5 is a vertical section through an engine
cylinder and piston assembly, illustrating the
two directions of movement is equal at all times.
A further object of the invention lies in the 25 balancing of the forces “on the connecting rod.,
'adaptation of this counter-rotating cam mecha
due to the opposite directional rotation of the
nism for use in internal combustion engines of
cam elements, for the elimination of piston side
the diametrically opposed piston type, for trans
lating the reciprocating motion of the pistons
thrust.
‘
Referring `in detail to the drawings, wherein
into rotary motion of a shaft, or shafts, so that, 30 like characters of reference denote corresponding
with the pistons operating in a timed sequence
parts in the several views, and more particularly
that the power strokes will be equal and oppo
site, the forces acting on the engine will be bal
anced, vibration practically eliminated, and a
greater eiiiciency and smoothness in overall oper- K»
ation obtained.
Among the many other important advantages
to be derived from an engine embodying this
counter-rotating ca-m drive is; one, an inherent
gear reduction, the ratio being determined by the
number of lobes provided on the cam elements;
two, the elimination of the usual cam gears and
shafts for the actuation of the engine valves, the
valve mechanism being here operated directly
from the power shaft by reason of the aforesaid
gear reduction; third, the elimination of main
bearing pressure, except that incident to the
weight of the parts of the drive mechanism, since
to Figures 1 and 2, the invention, as it is exem
pliñed therein, .is comprised essentially in an as
sembly of three substantially identical cam ele
ments l0, I 4 and I6, arranged in juxtaposition
on a drive shaft 20; the intermediate cam ele
ment .lil being keyed vto the `shaft and the outer
cam elements I4 and I6 loosely mounted. there
on but indirectly connected to the same by any
suitable mechanical means, `such as the plane
tary gearing v22, so that they rotate in the direc
tion opposite to that of the intermediate cam
element I0.
As shown, `each of the cam elements IU, I4 and
lli, is formed to provide two lobes in symmetrical
arrangement, one hundred and eighty degrees
apart; the intermediate cam element lo also be
ing formed with laterally extending ñanges I2,
at opposite sides of its edge portion, which are
cams; fourth, the elimination of piston side 50 spacedly opposed to like flanges I8, 4formed on the
thrust and, consequently, of friction loss and un
inner sides only of the edge portions of the.
all forces are equal and opposite on the rotating
due engine wear and, also, the use of wrist pins,
since the movements of the piston and connect
ing rod is linear, allowing for shorter piston and
cylinder construction, the use of a hollow con 55
outer cam elements I4 and I 6 ; the perijpheries
of these cam elements together constitute >a
trackway `for a follower 24, preferably in the na
ture `of an assembly »of rollers having a common
2,407,859
3
4
axial support, and the inner side surfaces of each
pair of the complementally disposed flanges I2
and I8, a trackway for a follower 26, preferably
vibration of a high speed internal mass becomes
in the nature of a somewhat similar assembly of
rollers, also having a common axial support and
of a lesser circumference than that of the roll
` ers 24.
These roller assemblies are mounted on a fork
or yoke 28, formed at one end of a reciprocating
element 30, which may take the form of the con
necting rod of a cylinder and piston assembly of
a problem.
The cam mechanism or unit is en
closed within the engine crank-case 44, to which,
each of the oppositely disposed cylinders 34 is
bolted, as at 46; the attached end of each of the
latter being closed off from the interior of the
crank-case by an end plate 48; a packing gland
50 being carried by the end plate and engagedY
about the connecting rod 3U.
10
In the double opposed type of engine, as shown
in Figure 3, a cam mechanism or unit is provided
an internal combustion engine or the like; the _ for each set `of opposed piston and cylinder as
supporting axle or shaft of the rollers 24 being ~ -i semblies, substantially as illustrated for the pur
journalled in the arms of the fork or yoke, ad
jacent the connected ends thereof, and the sup
porting axle or shaft of the rollers 26 in proximity
to the outer ends of the arms, the latter extend
ing inwardly of the spaces provided between the
opposed pairs of the flanges I2 and I8, substan
tially as shown. `
_
posesv of -this description. The cam units may be
15 -housediwithin individual crank-cases 44', which
are interconnected at their adjacent sides by a
bearing support 52, for the main drive shaft 20',
' which also has support in the outer side walls,
as at 54'. Here, the intermediate cam elements
20
In adapting this counter-rotating cam drive to
use in the design and construction of an internal
combustion engine, in accordance with the inven-`
Iß', of each cam unit, _is keyed to the shaft 20',
while the lother camelements I4’ and I6’ are
loosely mounted thereon, as in the first instance.
The outer cam element I4', of an end unit, is car
ried by a tubular shaft 56, mounted on the com
tion and as shown in Figures 1 and 2, it will be evi
dent that each of the connecting rods 3i] and their
pistons 32 may be rigidly connected, or made
plemental end Vof the main shaft 20', while each
of the outer cam elements I 4’ and I6', of both
units, is connected with a counter-shaft 58, by a
integral, since the movement of the same is linear,
train4 of _intermeshing gears 66, 62, and 64; the
and, also, that the connecting rods may be made
gear 60 being secured on the cam hub, the gear
from tubular stock, which is stronger per weight
than conventional types. Again, with the driving 30 62 journalled in the adjacent wall of a crank
oase 44', and the gear y$4 keyed on the counter
force of each of the` pistons, diametrically oppo
shaft, which, in turn, isY journalled in suitable
site, divided to rotate the intermediate cam ele
bearings carried by the opposed Walls of the
ment Iîi in a direction opposite to that of the cam
crank-case sections. For the purpose of insuring
elements I4 'and I6, side thrust on the pistons
and their rings, andthe usual friction loss and 35 of the desired equal and opposite angular dis
placement between the counter-rotatingparts of
engine wear otherwise present, is eliminated; al
the drive mechanism assembly, the counter-shaft
lowing for the use of pistons and cylinders of
58 is connected with the main drive shaft 20', by
shorter length. Thus, since all forces are equal
a train of gears 66, 68, 'ID and l2; the gear 66
and opposite on the rotating cams, the bearings
supporting these elements and the power shaft 40 being keyed on the counter-shaft and the gear
'I2 on the main drive shaft 20', while the inter
20 has to withstand only the weight of the same
mediate gears 68 and 'IIJ have suitable bearing in
as bearing forces or pressures, and the direct con
the adjacent wall of a crank-case 44’. ,
Y
nection of the pistons with the connecting rods
As before stated, any type of piston travel can
readily permits of the adoption of salt cooling of
the pistons, in a manner similar to that vemployed
in the “sodium cooled” exhaust valves of modern
,- be had to meet engine design or operation re
quirements, the time division of the piston strokes
aircraft engines. By reference to Figure 5, the
being one -of choice and a matter‘of cam lobe
contour. In the cam formation shown in Figures
linear movement of a piston 32 and its connect
ing rod 30 'is indicated by the arrows a, while the
1 through 3, the~ reversed directional strokes of
balanced forces, acting on the same, are indicat 50 the _piston SZare of equal-duration, dueto the
ed by the arrows b and c.
,
symmetry of the lobe contour. However, it may
In this two-cycle type of engine construction,
be desired, on the one hand, to have the power '
stroke of a piston of a longer durationr than that
an increased volumetric eñiciency is to be ob
of its return stroke, in order to obtain greater
tained, through the use ‘of the space 36, within
each cylinder 34 and below the piston 32, as a
power overlap or, on the other hand, to have the
power stroke of a shorter duration'than that of
the return stroke, to obtain a quicker expansion
cf the combustion charge and a lessened heat
loss to the engine. This variation between the
power and return strokes of a set of opposed pis
tons is to be effected by the modiñed form of cain
compression chamber, for fuel charges admitted
to the chamber at the intake 38; a fuel charge,
during> and following compression, being forced,
by way of the conduit 40, into the firing chamber
42, above the piston. If a similar type of set-up
is used with a four-cycle engine, using a storage
chamber (not shown), a supercharger elTect would
be obtained, as two pumping strokes of the piston
would occur foreach intake of fuel charge into
element I2", illustrated in Figure 4, wherein,
with the power strokes of the pistons applied to
the high points :l: on the lobe contours, which
points lie in the plane of the longer axisV of vthe
the combustion chamber 42. Also, an engine
equipped with this cam drive will have an inherent
cam body, and the direction of ~rotation of the
cam, for instance, clockwise, the duration of the
gear reduction principle, since, for each complete
cycle of piston operation, the two lobe cams II),
I4, and I6, turn through an angular distance of
but one hundred and eighty degrees, giving a two
p_ower strokes of the pistons will be shorter than
that of the return strokes thereof, since the effec
tive portion y of the cam contour, at _the moment,
is shorter than that of the succeedingv portion a,
to-one ratio. VUsing a four >lobe cam, with the
lobes ninety degrees apart, the gear reduction ra
tion will ofcourse be four-to-one. This is a very
desirable characteristic for aircraft engines,
where the propeller R. P. M., must be low, and
to become effective during ;,the` return strokes.
Contra, with the cam element set for’anti-clock
75
wise rotation,- theduration ofthe power strokes '
of the. pistons will be >longer than that of their
5
2,407,859
6
return strokes, since the now initially effective
being three in number for each set _of opposed
reciprocating members and having identical outer
and inner contours, said cams being juxtaposi
portion a' of the cam contour is longer than the
length of the succeeding portion y’. Dwells 'M
may be provided at the points of division between
the opposite legs of the two lobe contours, to pro#
.tioned on said shaft to have the outer contours
thereof jointly contacted by one follower on each
of said reciprocating members and the inner
contours of each two adjacent of the same sepa
vide a time delay in the reversing of the power
and return strokes of the pistons, to allow eX
haust gases to escape, or for combustion pressures
to reach a desired value before‘the power strokes
begin.
rately contacted by the other followers on each
of the reciprocating members.
10
With reference to Figure 3, the bearing ele
3. A mechanical movement for converting re
ment 52 may take the formof a direct connection
ciprocating motion into rotary motion, or vice
versa, comprising opposed reciprocating members,
between the adjacent cam elements IB' and i4',
of the two cam assemblies shown therein, in
followers carried by said reciprocating members
a rotary shaft, cams carried on said shaft, and
which case, one of the inner of the gear trains, 15 and engaged with said cams, one of said cams
constituted in a set of the gears 60, 62 and 64,
being directly connected with said shaft and the
associated therewith, can be eliminated. Also,
others indirectly connected therewith for the ro
the tubular shaft 56, carrying the outer cam ele
tation of said one cam in a direction counter to
ment Iâ', of the left hand cam assembly, may be
that of said other cams', so that the angular dis
employed as a power take-off; it having rotary 20 placement of the cams is equal in both directions
motion counter to that of the main power shaft
of rotation at all times and the forces of the re
2B’ and, when so employed, its torque balances
ciprocating members are in balance, said cams
out that of the latter and, thus, the engine is
being three in number for each set of opposed re
relieved of the effects of these forces.
ciprocating members and arranged in closely
Without further description, it will be evident 25 spaced relation on said shaft, the intermediate
that an engine or the like, constructed in this
cam being keyed to said shaft and .the others
manner, is not limited in design, or in size. As a
flat opposed engine, as many cylinder and piston
assemblies as desired can be employed, the piston
assemblies operating in opposed pairs with each
counter-rotating cam mechanism.
geared thereto.
4. A mechanical movement for converting re
ciprocating motion into rotary motion, or vice
versa, comprising opposed reciprocating members,
In a radial
a rotary shaft, cams carried on said shaft, and
engine, either the same number of cylinders, or`
twice the number, would be required as there are
followers carried by said reciprocating members
and engaged with said cams, one of said cams
lobes on the cams. and as many banks of cylinder -
being directlyconnected with said shaft and thev
and piston assemblies, as desired, can be built into
others indirectly connected therewith for the Vro
an engine or like machine. Also, it is thought to
` tation of said one cam in a direction counter to
be obvious that the counter-rotating cam'mech
that of said other cams, so that the angular dis
anism is readily adaptable to a more general use,
placement of the cams is equal in both directions
wherever the conversion of reciprocating motion
of rotation at all times and :the forces `of the re
into rotary motion, orvice versa, is involved and, 40 ciprocating members are in balance, said cams
further, that the shape of the cam contours is
being three in number for each set of opposed re
unlimited and, therefore, capable of variation to
ciprocating members and arranged in closely
meet any desired type of piston travel.
spaced relation on said shaft, said cams having
What I claim is:
’
opposed lateral flanges conforming to their pe~
1. A mechanical movement for converting re 45 ripheral contours, the peripheral contours of said .
ciprocating motion into rotary motion, or Vice
cams being jointly engaged by one of the f`ollow«V
versa, comprising opposed reciprocating members,
ers on each of said reciprocating members and
a rotary shaft, cams carried on said shaft, and
the like contours of .the inner sides of each pair
followers carried by said reciprocating members
of the opposed of said-ñanges separately engaged
and engaged with said cams, one of s_aid cams 50 by the other of said followers.
being directly connected with said shaft and the
5. A mechanical movement for converting re
others indirectly connected therewith for the ro
ciprocating motion into rotary motion., or vice
tation of said one cam in a direction counter to
that of said other cams` so that the angular dis
placement of the cams is equal in both directions
of rotation at all times and the forces of the re
ciprocating members are in balance, said cams
versa, comprising opposed reciprocating members,
a rotary shaft, cams carried on said shaft, and
followers carried by said reciprocating members
and engaged with said cams, one of said cams be
ing directly connected with said shaft and the
others indirectly connected therewith for the ro
being three in number for each set of opposed
reciprocating members and having identical outer
tation of said one cam in a direction counter to
and inner contours engaged by said followers.
60 that of said other cams, so that the angular dis
2. A mechanical movement for converting re
placement of the cams is equal in both directions Y
ciprocating motion into rotary motion, or vice
of rotation at all times and the forces of the re
versa, comprising opposed reciprocating members,
ciprocating members are in balance, said camsY .
being three in number and juxtapositioned on
a rotary shaft, cams carried on said shaft, and`
followers carried by said reciprocating members 65 said rotary shaft, with the intermediate of the
and engaged with said cams, one of said cams
being directly connected with said shaft and the
others indirectly connected therewith for the ro
tation of said one cam in a direction counter to
cams keyed on the rotary shaft, and a tubular
shaft mounted on said rotary shaft for independ
ent rotary motion relatively thereto and in vcon
nection with one of the outer of the cams, said
that of said other cams, so that the angular dis 70 shafts being rotatable in opposite directions
placement of the cams is equal in both .directions
wherebir the torque of one balances out that of
of rotation at all times and the forces of the re- i
ciprocating members are .in balance, said cams
the other.
`
RUSSEL S. WILSON.